JP2013244963A - Driver's operation desk provided with energy absorption means for rail vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a console which reduces the risk of injuring the body of a driver by more satisfactorily protecting the body during a collision of a rail vehicle.SOLUTION: In a driver's seat 12 and a driver's operation desk assembly for a rail vehicle which is located in front of the driver's seat, there are provided at least one lower energy-absorbing device 38 located to face the knees of a driver sitting on the driver's seat, and at least one upper energy-absorbing device 28 located to face the torso of the driver sitting on the driver's seat. At least one and preferably each one of the upper and lower energy-absorbing devices 28 and 38 comprises at least one movable contact zone 32, 44 protruding towards the driver sitting on the driver's seat and at least one permanently deformable energy-absorbing zone 34, 46 sandwiched between the movable contact zone and the rigid support part of the driver's operation desk assembly.

Description

  The present invention relates to a driver console for railway vehicles, in particular high-speed vehicles, provided with means for protecting the driver during extreme deceleration or collision and limiting the risk of damage.

  Patent Document 1 discloses a padded driver's console for a railway vehicle. The driving console includes a leg area and an operation panel protruding upward from the leg area. The leg area is made of a plastically deformable material that does not have a heavy structure and is covered with a leg cushion. Similarly, the part of the operation panel that faces the abdomen of the driver is also made of a plastically deformable material that does not have a heavy structure and is covered with a cushion for the abdomen. The operation panel also includes a head area covered with a head cushion. These cushions are preferably made from a porous silicone material or rubber material. Although damage to the driver can be reduced with plastically deformable zones and pads on the operator console, no specific precautions are taken to control the movement of the driver's body during a collision. In particular, the body is not prevented from falling, which may cause a collision between the head and the head cushion.

  A driver protection device for a railway vehicle is disclosed in Patent Document 2. This apparatus includes an impact detection unit that detects an impact, and a displacement unit that displaces a movable collision portion of the control stand in the event of a collision. The movable collision part is displaced from the initial position to a final position where the collision part is in a less sensitive zone, i.e., on the side opposite the chest of the driver's body. This configuration does not take into account the lower body of the driver and does not control the actual movement of the driver's body during a collision. In particular, the fall of the body is not prevented. There is a risk of damage if the body falls over backwards as a result of the lower body protruding towards the lower part of the control stand while the upper body is restrained by the movable collision part.

European Patent No. 2070801 European Patent No. 2165905

  Therefore, there is a need for a driver console that allows better control of the driver's body movement during a collision.

According to one aspect of the present invention, there is provided a driver console assembly for a railway vehicle including a driver seat and a driver console subassembly located in front of the driver seat, the driver console subassembly including: A driver-machine interface for controlling the railway vehicle; at least one lower energy absorber positioned to face a driver's leg seated in the driver's seat; and the driver's seat At least one upper energy absorbing device positioned to face the torso or abdomen of the driver seated on the vehicle,
At least one of the upper energy absorbing device and the lower energy absorbing device, preferably each of the devices is a contact zone projecting toward the driver seated in the driver's seat and the movable A driver console assembly for a rail vehicle is provided that includes a contact zone and at least one permanently deformable energy absorbing zone sandwiched between a contact support and a rigid support portion of the driver console assembly.

  In the case of a frontal collision, the energy absorber absorbs the kinetic energy of the driver. The energy absorption zone may in particular comprise a honeycomb material and / or a metal foam material that has the ability to absorb energy by plastic deformation.

  The contact zone may include a rigid member covered with a cushion or bolster that damps the driver's impact in the contact zone. However, the contact zone is preferably not permanently deformed upon impact.

  The initial movement of the body relative to the driver console during a frontal collision is a translation parallel to the longitudinal horizontal axis corresponding to the deceleration direction of the driver console toward the driver console. The movable contact zone is preferably movable in a direction at least generally parallel to the front direction. Guides the movable contact zone of at least one of the energy absorbers, preferably both energy absorbers, along a straight path or a curved path relative to the rigid support portion when the permanently deformable energy absorber zone is crushed Guide means can be provided. Thus, the movement of the contact zone during a collision is controlled, which further means that the movement of the driver's body is better controlled during the collision.

  Preferably, both energy absorbers are attached to the rigid support portion of the console assembly independently of each other so that they can be easily and individually replaced or adapted if necessary.

  For purposes of this application, any reference to the driver's body refers to a male hybrid III dummy of at least the 50th percentile, preferably the male hybrid III dummy of the 50th percentile, imitating the driver's body. A reference to any dummy body selected in a set of three dummies including a 95th percentile male hybrid III dummy and a fifth percentile female hybrid III dummy shall be included.

  Each stiffness and stroke of the energy absorber is optimized as a result of a crush test and / or in biomechanics, for example, performed using a MADYMO ™ dummy model coupled to a finite element solver. Can be obtained.

  More particularly, each energy absorber has a behavior that can be characterized by a specific force versus stroke diagram in a given condition. As a result of a deceleration pulse due to a frontal collision, the driver undergoes a translation towards the driving console. The purpose of the system is to suppress the movement of the driver by controlling the driver's kinematics in order to reduce the damage level. At the end of the collision, the energy absorbing device absorbs kinetic energy due to plastic deformation, and the driver is restrained from moving and returned to the sitting posture. When the driver's chest or abdomen collides with the upper energy absorber, the upper energy absorber undergoes plastic deformation along the horizontal axis, depending on the level of force. Similarly, the driver's knee collides with the lower energy absorber, and the lower energy absorber undergoes plastic deformation along the horizontal axis, depending on the level of force.

  According to a preferred embodiment, the lower energy absorbing device and the upper energy absorbing device are pushed out of the driver's seat and in the driver console sub-assembly during a frontal collision that generates a deceleration pulse of 5 g per 100 milliseconds. Absorbs the kinetic energy of the leg or torso part of the driver or dummy that collides with the driver, thereby bending the body of the driver or the dummy, so that the head part of the driver or the dummy body is The two separate energy absorption zones are adapted to be deformed to reduce movement toward the operator console subassembly.

  Preferably, the separate energy absorbing device is configured such that the torso part of the driver or the dummy body falls on the pelvis so that a head impact criterion (HIC) is less than 50 at the time of the frontal collision. It has a dissipative deformation ability to limit This means that the respective stiffness and stroke of each energy absorber must match each other.

  Preferably, the separate energy absorber has a position and dissipative deformation capability that only allows translation of the driver or dummy body during a frontal collision. The respective strokes and stiffness of the upper energy absorber and the lower energy absorber are selected so that the driver or dummy body fall is prevented regardless of whether it is forward or backward.

  It has been observed that if the distance between the knee bolus and the thigh is too short, the dummy torso will fall over and the head will collide with the operator console. If the distance between the knee bolster and the dummy leg becomes too long, the movement of the knee and thigh will not be constrained and the collision speed of the chest against the driving console will not be significantly reduced. Preferably, the contact zone of the lower energy absorber is 85% of the distance between the contact zone of the upper energy absorber and the abdomen of the driver or dummy body from the knee of the seated driver or dummy body. Located at a distance that is between ~ 115%. In such a configuration, the contact with the lower energy absorbing device and the upper energy absorbing device is almost simultaneous, and the subsequent deceleration of the movement of the trunk and legs restricts the trunk from falling over the legs. In addition, it can be controlled to prevent the head from colliding with the driving console.

  The dummy body sitting posture for the test should preferably comply with the requirements of UIC651. If the vehicle is provided with a deadman foot switch or a driving alert foot pedal, the dummy posture is preferably such that one foot or both feet are in contact with the switch or pedal (s). The distance between the driver's seat and the lower energy absorber is preferably set between 300 mm and 600 mm. This value range is selected so as not to interfere with the foot switch in the driver's seat leg room and to meet standard recommended values. It has been found that the optimum distance between the contact zone of the lower energy absorber and the driver's seat is 390 mm. Obviously, the position of the driver's or dummy's eyes is supposed to be given an optimal view through the cab windshield.

  Preferably, the upper energy absorber has a stiffness that limits abdominal deflection and chest deflection, measured with respect to the dummy body during the frontal collision, to less than 63 mm, preferably less than 50 mm. Have. This defines an upper limit on the stiffness of the upper energy absorber.

  Depending on the driver console / driver seat configuration settings, the upper energy absorber is preferably the height and front of the driver's torso seated in the driver's seat or the driver seated in the driver's seat. Located at the height and front of the abdomen.

  Preferably, the lower energy absorber has a position and stiffness that limits the thigh axial force, measured with respect to the dummy body, to less than 8 kN. Preferably, the lower energy absorber is located at the height and front of the knee and / or leg of the driver seated in the driver's seat. The lower energy absorber can comprise two separate knee bolsters. The lower energy absorber is preferably adjustable in height and length according to the operator's various measurements.

  Each energy absorbing device is designed to crush or crush only when subjected to a force or pressure that exceeds a predetermined threshold upon impact. The energy absorber shall withstand the lower impacts that can occur under normal operating conditions without permanent deformation. Obviously, the threshold is below an acceptable limit value for the corresponding part of the dummy body, but so as to avoid undesired deformations, for example at a level between 50% and 80% of the acceptable limit value. It should be high enough. The energy absorption zone of the lower energy absorber is preferably that of the thigh, especially when the limit value for the thigh allowable axial force measured on the dummy body is set to 8 kN. As soon as the axial force reaches 4 kN, it begins to undergo permanent deformation below 8 kN, preferably between 4 kN and 6.4 kN. Similarly, if the allowable pressure limit measured with respect to the dummy body is set to 3 kN, the energy absorber is less than 3 kN, preferably an operator colliding with the contact zone of the upper energy absorber. Alternatively, when the axial force measured for the dummy body reaches a threshold value set between 1 kN and 2.4 kN, it begins to deform. The upper energy absorber threshold and the lower energy absorber threshold can be determined by the mechanical properties of the energy absorber zone or by a specific rated fracture between the contact zone and the non-deformable part of the operator console subassembly. Can be defined by various attachment means.

  According to a preferred embodiment, the driver console assembly is provided with a collision detector, and the driver seat guides the driver seat to the driver console subassembly during a collision. And an actuator. The movement of the driver's seat supports the parallel movement of the body and prevents the driver from falling or falling. The collision detector can also be linked to a mechanism disclosed in US Pat. No. 6,057,056 that raises the contact zone of the upper energy absorber at the height of the barrel.

  According to another aspect of the present invention, a driver console assembly for a railway vehicle including a driver seat and a driver console subassembly located in front of the driver seat, the driver console subassembly includes: An interface between the driver and the machine that controls the railway vehicle, at least one lower energy absorber located to face the leg of the driver seated in the driver seat, and seated in the driver seat And at least one upper energy absorber located to face the dummy's abdomen or torso, the driver console assembly is provided with a collision detector, and the driver's seat has a collision A driver console assembly for a rail vehicle is provided, sometimes provided with guide means and actuators for guiding the driver's seat towards the driver console subassembly. The movement of the driver's seat supports the parallel movement of the body and prevents the driver from falling or falling.

  According to another aspect of the present invention, a driver console assembly for a railway vehicle including a driver seat and a driver console subassembly located in front of the driver seat, the driver console subassembly includes: An interface between the driver and the machine that controls the railway vehicle is provided, and the driver console subassembly has a leg portion and a trunk of the driver during a frontal collision that generates a deceleration pulse of 5 g per 100 milliseconds. For railway vehicles, provided with at least two separate energy absorbers, including at least one lower energy absorber and at least one upper energy absorber located at different heights, which absorb the kinetic energy of the part An operator console assembly is provided.

  According to another aspect of the present invention, driving in a railway vehicle includes a driver's seat and a driver console subassembly that is located in front of the driver's seat and is provided with a controller for manually controlling the railway vehicle. At least one lower side located at different heights that absorbs the kinetic energy of the driver's leg and torso parts during a frontal collision that generates a deceleration pulse of 5g per 100 milliseconds A method for protecting a driver in a rail vehicle is provided that includes providing at least two separate energy absorbers in a driver console subassembly, including an energy absorber and at least one upper energy absorber.

  According to another aspect of the present invention, a method for designing a driver console assembly for a railway vehicle, the driver console assembly being located in front of the driver seat and the driver seat and manually controlling the rail vehicle. A 50th percentile male hybrid III seated in the driver's seat during a frontal collision that generates a deceleration pulse of 5g per 100 milliseconds. Legs and torso parts of any dummy body selected in a set of three dummies, including a dummy, 95th percentile male hybrid III dummy and 5th percentile female hybrid III dummy (dummy body head part) Absorbs kinetic energy (does not impact the driver console subassembly), at least located at different heights Method for designing a driver console assembly for a rail vehicle comprising providing at least two separate energy absorbers in the driver console subassembly, including two lower energy absorbers and at least one upper energy absorber Is provided.

  Illustrative embodiments of the present invention will now be described by way of example only, without limitation to the scope of the appended claims, with reference to the accompanying drawings.

1 is a schematic view of a driver console assembly according to one embodiment of the present invention. FIG. FIG. 2 is a schematic view of the console assembly of FIG. 1 before the energy absorbing device is subjected to plastic deformation during a frontal collision. 2 is a schematic view of the console assembly of FIG. 1 after the energy absorber has undergone plastic deformation. FIG.

  In each of the figures, corresponding reference numerals refer to the same or corresponding parts.

  Referring to FIG. 1, a driver console assembly 10 for a railway vehicle cab includes a driver seat 12 and a driver console subassembly 14 positioned in front of the driver seat 12 in a longitudinal direction 16 of the vehicle. Optionally, the driver console subassembly 14 and the driver's seat 12 are secured to a common base plate (not shown) to form a modular subunit that can be preassembled and attached to the vehicle itself. Also good. The driver console subassembly 14 is provided with a lower structure 18 and an operation panel 20 provided with a control screen and a main controller 22. A driver (or dummy) body 24 is shown in FIG. Both feet of the driver are on the footrest or deadman pedal 26.

  The upper energy absorbing device 28 is integrated into the operation panel 20 and protrudes toward the trunk portion 30 side of the driver 24 in the sitting posture. The upper energy absorbing device 28 includes a contact zone 32 that faces the torso 30 (in this case, more specifically, the abdomen) of the driver 24 in the sitting position, and a non-deformable zone 36 of the contact zone 32 and the operation panel 20. Energy absorption zone 34 located between the two.

  The lower structure 18 of the driver console assembly 10 is provided with a lower energy absorbing device 38 that protrudes toward the knees 40 and legs 42 of the driver 24. The lower energy absorber 38 is an energy absorber sandwiched between a contact zone 44 facing the driver's knee 40 and legs 42 and the non-deformable zone 48 of the lower structure 18. Zone 46.

  The energy absorption zone 34 of the upper energy absorption device 28 and the energy absorption zone 46 of the lower energy absorption device 38 include a permanently deformable material such as a honeycomb structure or a metal foam. Each contact zone 32, 44 is composed of a non-deformable member covered with a soft cushion facing the driver 24. A non-deformable member can be supported on a pair of guide rails (not shown) to control the path of movement of the contact zones 32, 44 and the corresponding deformation of the energy absorption zones 34, 46.

  Each energy absorption zone 34, 46 has a plastic deformation threshold that ensures that small impacts in the contact zone do not result in permanent deformation of the energy absorption zones 34, 46. Alternatively, a mechanical connection that provides a rated break point that breaks when a predetermined force threshold is reached to allow subsequent movement of the contact zones 32, 44 and plastic deformation of the energy absorption zones 34, 46. Thus, one or both of the contact zones 32 and 44 may be fixed to the operation panel 20 and the lower structure 18, respectively.

  During a frontal collision, the driver's body 24 undergoes a translation parallel to the longitudinal direction 16 toward the driver console assembly 10. In the first stage of translation (FIG. 2), the abdomen 30 and the knee 40 contact the corresponding contact zones 32, 44 of the operator console assembly 10 without substantial deformation of the energy absorption zones 34, 46. To do. After this first stage, depending on the impact energy, the energy absorption zones 34, 46 reach the plastic deformation threshold or force threshold and begin to deform in a coordinated manner, dissipating the kinetic energy of the driver's body and driving. The movement of the person's body is decelerated (FIG. 3), while the contact zones 32, 44 undergo a translation that is substantially parallel to direction 16 without deformation.

  The stiffness and stroke of each energy absorbing zone 34, 36 is less than 63mm and 40mm respectively for chest and abdomen deflections to avoid head impact so as to limit the torso from leaning towards the control panel. Less than, preferably less than 50 mm and less than 35 mm, respectively, so as to limit the axial force of the thigh to 8 kN or less and prevent the driver's body 24 from slipping under the control panel. Selected as

  While the above example illustrates a preferred embodiment of the present invention, it is noted that various other configurations of the operator console assembly 10 may be envisaged that are within the scope of the appended claims. In particular, the lower energy absorber 38 can be fixed to the lower structure of the operator console assembly that is structurally independent of the console 20 itself. The lower energy absorber 38 can include two or more contact zones, for example one for each knee or leg region, which can be one common energy absorption zone or two independent energy zones. Can be attached to the energy absorption zone. The lower energy absorber can be adjustable in the longitudinal direction and / or in the vertical direction with respect to the driver's seat. The main control unit 22 may include switches and various displays located in front of the driver and a control lever preferably located laterally so that no protruding levers are in front of the driver.

Claims (15)

A driver console assembly for a railway vehicle comprising a driver seat (12) and a driver console subassembly (14) positioned in front of the driver seat (12), the driver console subassembly (14 ) Includes a driver-machine interface part (22) for controlling the railway vehicle, and at least one lower part positioned so as to face a driver's knee seated in the driver's seat (12). A side energy absorber (38) and at least one upper energy absorber (28) located to face the torso of the driver seated in the driver seat (12); ,
At least one of the upper energy absorbing device (28) and the lower energy absorbing device (38) is at least one movable contact zone projecting toward the driver seated in the driver's seat ( 32, 44) and at least one permanently deformable energy absorbing zone (34, 46) sandwiched between the movable contact zone and the rigid support portion of the console assembly. A driver's console assembly for rail vehicles.   The operating operation according to claim 1, characterized in that the at least one permanently deformable energy absorption zone (34, 46) comprises a honeycomb material and / or a metal foam material having the ability to absorb energy by plastic deformation. Table assembly.   Driver console assembly according to claim 1 or 2, characterized in that each movable contact zone (32, 44) comprises a rigid member covered with a bolster facing the driver's body. .   4. The guide according to claim 1, further comprising guide means for guiding the movable contact zone (32, 44) with respect to the rigid support part along a straight path or a curved path. The driver console assembly described in.   The driver's console assembly according to any one of claims 1 to 4, wherein the upper energy absorbing device and the lower energy absorbing device are individually replaceable.   6. The operator console assembly (10) according to any one of claims 1 to 5, wherein the lower energy absorber (38) and the upper energy absorber (28) are 5 g per 100 milliseconds. Absorbs the kinetic energy of the driver's leg part (42) and torso part (30) that are pushed out of the driver seat (12) and collide with the driver console subassembly during a frontal collision that generates a deceleration pulse; The two separate energy absorptions thereby reducing bending of the driver's body and thus movement of the head portion of the driver's body towards the driver console subassembly (14). 6. The operator console assembly according to any one of claims 1 to 5, characterized in that the zone is deformed.   The two energy absorbing devices (28, 38) are such that the torso part (30) of the driver's body falls against the pelvis so that the head impact criterion (HIC) is less than 50 at the time of the frontal collision. Operator console assembly according to any one of the preceding claims, characterized in that it has a dissipative deformation capability, in particular a plastic deformation capability, to limit this.   The energy absorption zones (34, 46) of the two energy absorption devices (28, 38) have a dissipative deformation capability so as to allow only the translation of the driver's body during the collision. The operator console assembly according to any one of claims 1 to 7.   The upper energy absorption zone (34) has an abdominal run-out and a chest run-out measured with respect to the driver-like dummy at the time of the frontal collision, less than 40 mm and less than 63 mm, respectively, preferably less than 35 mm and Driver console assembly according to any one of the preceding claims, characterized in that it has a stiffness that limits it to less than 50 mm.   The upper energy absorbing device (28) is located at the height and front of the trunk (30) and / or abdomen of the driver seated in the driver's seat. 10. A driver console assembly according to any one of items 9 to 9.   The lower energy absorber has a position that limits the thigh axial force, measured with respect to the dummy imitating the driver, to less than 8 kN, and the energy absorption zone (46) is 11. The stiffness according to any one of claims 1 to 10, characterized in that it has a stiffness that limits the axial force of the thigh, measured with respect to the dummy imitating the driver, to less than 8 kN. Driver console assembly as described.   The driver console assembly according to any one of claims 1 to 11, wherein the lower energy absorbing device is adjustable in height and length.   The upper energy absorbing device (28) is measured with respect to a dummy body part imitating the driver, and when the axial force impacting the contact zone of the upper energy absorbing device reaches 1 kN, the upper energy absorbing device (28) 13. A console assembly according to any one of the preceding claims, characterized in that the energy absorption zone (34) of the absorption device (28) starts to deform.   The lower energy absorber is measured with respect to a dummy knee (40) that mimics the driver and has an axial force of 4 kN that impacts the contact zone (44) of the lower energy absorber (38). 14. The operator console assembly according to any one of the preceding claims, characterized in that the energy absorption zone (46) of the lower energy absorption device starts to deform when reaching .   The driver console assembly according to any one of claims 1 to 14, wherein the driver console assembly is provided with a collision detector, and the driver seat is provided with the driver seat at the time of a collision. 15. The driver console assembly according to any one of claims 1 to 14, wherein an actuator is provided for movement toward the driver console subassembly.

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